4.3 v 4.7 - real-world differences
Discussion
Having lived with my 4.3 V8V for six months now, I'm still truly smitten with it and can't really see me having anything else - or so I thought....
As with most cars bought at entry-level prices, there are a couple of things I'd like to do to it to make it REALLY good. After three days of paint correction, the paintwork is now 8/10, but it needs a respray to be perfect again. The suspension is still the original from 2007 and while it's not clunking, bouncing or leaking, I suspect it's not as good as it once was. TBH, for someone without my mild OCD and desire to be spot-on, it's perfectly tolerable, but idle browsing in the PH classifieds is a dangerous way to spend a Saturday morning....
Here's the man-maths...
I figure a decent respray and a set of springs and shocks is going to be somewhere between £7k - £10k, depending on where it is done. With the work I've done on it since buying it, I reckon my car is worth £30 - £34k, depending on where / when I try to sell it. I reckon a £7k - £10k spend is going to add maybe £2k - £4k to the value of the car. So - if I'm looking to spend up to £10k, why don't I just sell it as it stands and get into an early 4.7? I can see that they are now available from about £40k (although I've just seen one at £30k!!)
I've done enough reading to know the spec differences between the 4.3 and the 4.7, so I don't really need to know about that, but I'd be really interested to hear any first-hand experiences from anyone that's done the upgrade - how differently do they drive? Any difference in handling? Is the extra 40bhp really worth it? etc etc
As with most cars bought at entry-level prices, there are a couple of things I'd like to do to it to make it REALLY good. After three days of paint correction, the paintwork is now 8/10, but it needs a respray to be perfect again. The suspension is still the original from 2007 and while it's not clunking, bouncing or leaking, I suspect it's not as good as it once was. TBH, for someone without my mild OCD and desire to be spot-on, it's perfectly tolerable, but idle browsing in the PH classifieds is a dangerous way to spend a Saturday morning....
Here's the man-maths...
I figure a decent respray and a set of springs and shocks is going to be somewhere between £7k - £10k, depending on where it is done. With the work I've done on it since buying it, I reckon my car is worth £30 - £34k, depending on where / when I try to sell it. I reckon a £7k - £10k spend is going to add maybe £2k - £4k to the value of the car. So - if I'm looking to spend up to £10k, why don't I just sell it as it stands and get into an early 4.7? I can see that they are now available from about £40k (although I've just seen one at £30k!!)
I've done enough reading to know the spec differences between the 4.3 and the 4.7, so I don't really need to know about that, but I'd be really interested to hear any first-hand experiences from anyone that's done the upgrade - how differently do they drive? Any difference in handling? Is the extra 40bhp really worth it? etc etc
Depends what 4.7 you upgrade to. An early 2009 4.7 will obviously have the larger engine, but unless you get an "S" not much else improved massively.
check out all the model differences here: https://astonmartins.com/car-category/vh-architect...
Its another 40bhp and similar amount of torque. The performance numbers dont tell all the story. The torque makes the most difference to the feel, you dont have to rev the 4.7 as much, it pulls better from lower revs and in any gear, you can drive it a gear lower.
From MY 2012.25 there was a raft of changes/improvements with many of the previous "S" upgrades becoming standard, so if you like the look of the later car (sills, front and rear tray are different) then it could be worth searching out a 2012 car.
Changes from 2012 https://astonmartins.com/car/v8-vantage-4-7-my2012...
I changed my 2006 4.3 for a 2012 4.7 in 2015 and the differences were very noticeable e.g. quicker rack, sports suspension, wider wheels, bigger brakes.
check out all the model differences here: https://astonmartins.com/car-category/vh-architect...
Its another 40bhp and similar amount of torque. The performance numbers dont tell all the story. The torque makes the most difference to the feel, you dont have to rev the 4.7 as much, it pulls better from lower revs and in any gear, you can drive it a gear lower.
From MY 2012.25 there was a raft of changes/improvements with many of the previous "S" upgrades becoming standard, so if you like the look of the later car (sills, front and rear tray are different) then it could be worth searching out a 2012 car.
Changes from 2012 https://astonmartins.com/car/v8-vantage-4-7-my2012...
I changed my 2006 4.3 for a 2012 4.7 in 2015 and the differences were very noticeable e.g. quicker rack, sports suspension, wider wheels, bigger brakes.
TECHNICAL ENHANCEMENTS FOR ASTON MARTIN V8 VANTAGE
Gaydon, 23 May 2008.
Aston Martin’s V8 Vantage – originally launched to widespread critical acclaim at the Geneva Motor Show in 2005 – is to receive significant technical enhancements, reaffirming the car’s position as one of the world’s most desirable and exhilarating sports cars.
While the universally distinctive and award-winning shape of the V8 Vantage is retained, the car benefits from a number of technical changes which include significantly up-rated engine performance from a new 4.7 litre power unit in both Coupe and Roadster variants. Other changes include revised dynamics to take full advantage of increased power and torque availability, improved Sportshift™ transmission software and a new sports suspension option.
The 4.7 litre V8 engine has a power output of 420bhp (an 11% increase on the previous 4.3 litre unit) and delivers peak torque of 470Nm (15% increase), providing the V8 Vantage with new reserves of mid-range performance, an improved 0-60mph time of 4.7 seconds and top speed of 180mph (288kph). Combined European fuel economy and CO2 emissions are also improved by 13% (Sportshift™).
Inside, the changes include a new centre console and revised switchgear and the introduction of an ECU replacing the previous V8 Vantage key. Externally, the acclaimed V8 Vantage design appearance is enhanced with a range of new standard and optional 19’’ alloy wheels.
Aston Martin Chief Executive Officer, Dr Ulrich Bez said: “Continued development and evolution of our unique VH (Vertical-Horizontal) architecture has brought even higher levels of refinement and dynamic performance to our whole range.
“With the new 4.7 litre engine and associated changes we have taken the V8 Vantage to new levels of performance to produce an even more desirable sports car.
“The V8 Vantage is now the most successful Aston Martin in our history and we are confident these changes will continue its appeal and driving enjoyment for both new and existing customers.”
Engine
Improvements in performance have been achieved through a number of carefully developed changes to Aston Martin’s acclaimed V8 engine.
The cylinder bore and stroke has been increased from 89mm to 91mm and 86mm to 91mm respectively, giving a total displacement of 4735cc.
The increase in cylinder bore is facilitated by a move to cylinder liners that are pressed into the pre-machined aluminium alloy block, allowing a thinner liner than was possible with the cast-in design of the 4.3 litre engine.
The new forged steel crankshaft provides the 91mm stroke and incorporates new holes in the counter weights for reduced rotating mass and improved inter-bay breathing. New forged steel con-rods and cast aluminium pistons complete the capacity-related changes.
Other key changes include efficiency improvements to the dry sump lubrication system, including a new sump casting with oil pick-up points moved from the front and rear to the sides of the sump. The cylinder heads are modified with a new intake port and an inlet valve size increase from 34.9mm to 35.9mm. The intake manifold has been modified to match the new port to optimise air flow.
Transmission
The V8 Vantage transmissions have also undergone changes to improve performance and to handle the increased levels of power and torque. Both the standard manual stick-shift gearbox and the optional Sportshift™ transmission benefit from a modified clutch and flywheel, reducing clutch pedal efforts and delivering a 0.5kg weight saving, reducing the rotating masses within the powertrain, and hence increasing engine responsiveness.
Aston Martin’s Sportshift™ transmission has undergone a series of specific changes to broaden the capabilities of the gearbox to offer customers enhanced comfort and convenience with sporting capabilities. Changes include a revised control strategy, allowing the transmission, rather than the engine, to dictate how best the engine torque should be deployed to optimise performance and deliver power smoothly and consistently.
‘Dual Throttle Map’ software is also featured. When ‘Comfort’ mode is selected the engine reacts in a smoother more progressive manner to driver throttle inputs and in the default ‘Sports’ mode the throttle mapping is more aggressive, delivering a more dynamic and sporting feel.
Sportshift™ now also has the capability to take inputs from the steering wheel enabling the current gear to be held when the car is negotiating a corner and hill descent detection, allowing a low gear to be held, maximising the effects of engine braking.
Suspension
A series of improvements are introduced to the V8 Vantage chassis and suspension setup to deliver improved body control and low speed ride quality; enabling the driver to take full advantage of the increased performance potential.
A number of the improved components originally introduced on the Vantage Roadster are now carried over to the Coupe, including revised upper damper mountings and bump stops. Additionally, the front spring rates are stiffened by 11% at the front and 5% at the rear.
Steering geometry is also modified to improve steering feel, while the front lower suspension arm compliance bushes are stiffened by 22% to provide enhanced steering response and handling.
The V8 Vantage also now benefits from Bilstein dampers as standard; these low-friction dampers provide improved levels of dynamic capabilities and further improve ride quality.
Design & Optional Equipment
Also introduced as an option for both Coupe and Roadster variants is a new Sports Pack which comprises forged lightweight alloy wheels aiding a lower unsprung mass, re-tuned Bilstein dampers with improved dynamic response, up-rated springs and a revised rear anti-roll bar (Coupe only). The Sports Pack is intended to offer greater agility, high speed body control and precision feel for the most enthusiastic of drivers.
Although the award-winning exterior design of the V8 Vantage remains largely unchanged, a new 20-spoke 19’’ alloy wheel is introduced as standard, with either diamond turned silver or graphite finishes available as options, affording customers maximum choice. Alternatively, as part of the Sports Pack option, a 5-spoke lightweight aluminium wheel will be provided.
In the cabin, a new centre console constructed from die cast zinc alloy with a graphite silver finish is introduced along with a new ECU – first seen on the DBS in 2007. The ECU – constructed from glass, polished stainless steel and polycarbonate - replaces the key used previously for the V8 Vantage. The revised car also includes a new Hard Disk Drive (HDD) Navigation System offering faster route processing, additional features and improved graphics. Full ipod/MP3 integration is retained as standard equipment.
First shown as a concept car at the 2003 North American International Auto Show in Detroit, the V8 Vantage caused a worldwide sensation as it allowed Aston Martin to enter a new sector of the premium sports car market with a genuine alternative to other cars on offer. Deliveries of the V8 Vantage Coupe to customers began in late 2005, joined by a convertible sibling in 2007 when the Vantage Roadster was launched. The car is hand built at Aston Martin’s Headquarters at Gaydon, Warwickshire, UK and to date more than 10,000 have been delivered to customers around the world.
Prices for the revised V8 Vantage will be confirmed at a later date, with deliveries set to commence from quarter three 2008.
Edited by Jon39 on Saturday 28th May 21:55
I had a 2007 facelift manual 4.3 V8 Coupe for about 2 years and having sold that brought a manual 4.7 V8 Roadster with Sport pack.
I have to be honest whilst the difference isn’t night and day it it more significant than you might imagine. I’d never buy another 4.3 but would jump at another 4.7 (I sold for a V12V). The 4.7 was just a more responsive car, better performance and felt like it lived up to the looks/noise.
Certainly it’s more than the extra bhp.
I have to be honest whilst the difference isn’t night and day it it more significant than you might imagine. I’d never buy another 4.3 but would jump at another 4.7 (I sold for a V12V). The 4.7 was just a more responsive car, better performance and felt like it lived up to the looks/noise.
Certainly it’s more than the extra bhp.
First, the 4.3 is a great car. That said, IMO, the difference between a 4.3 and a 4.7 is significant. Also, IMO, the difference in the feel of a 4.3 and an early 4.7 is vastly greater than the difference between an early 4.7 (2009 - 2012.25MY) and a facelift 4.7 (from 2012.25MY) or an S. The quicker rack of the later car is noticeable, but not necessarily better. I actually prefer the early Sports Pack suspension to the later and still-firmer S setup that was implemented for the facelift cars (for the Coupe anyway, which is stiffer than the Roadster). Of course, that's very much a subjective thing. Full disclosure, my car is an '09 Sports Pack Coupe.
An Aston is about much more than the numbers, but the numbers do shed light on the 4.3 vs 4.7 question. From the independent road tests I have, the acceleration figures are (best and worst):
4.3L
0-60: 4.7-5.2
0-100: 11.4-12.3
1/4 mile: 13.1@107.9 - 13.6@105.8 mph
4.7L
0-60: 4.1-4.3
0-100: 10.0-10.2
1/4 mile: 12.5@115 - 12.7@112 mph
Jon39's post provides comprehensive information regarding the changes.
Hope this helps.
An Aston is about much more than the numbers, but the numbers do shed light on the 4.3 vs 4.7 question. From the independent road tests I have, the acceleration figures are (best and worst):
4.3L
0-60: 4.7-5.2
0-100: 11.4-12.3
1/4 mile: 13.1@107.9 - 13.6@105.8 mph
4.7L
0-60: 4.1-4.3
0-100: 10.0-10.2
1/4 mile: 12.5@115 - 12.7@112 mph
Jon39's post provides comprehensive information regarding the changes.
Hope this helps.
Edited by Speedraser on Sunday 29th May 05:11
Had a manual 08 4.3 roadster for 5 years, loved it. Now got 14 plate vantage S, SS2, it feels substantially quicker, sounds more raw with firmer suspension, obviously always driven in S mode! Both cars are awesome, but going in the S feels a direction of car that hasn’t disappointed, and I must admit gives me a slightly larger cheesy grin on my face when I push the start button
My real-world experience comes solely from my initial hunt for a Vantage. In order to reduce the options available (4.3 vs 4.7; SS vs manual; etc) as a first step I test-drove a 4.3 and a 4.7 back-to-back on the same day and route. For me this immediately eliminated the 4.3, as the 4.7 engine seemed more flexible and drivable. Having said that, for an engine of nearly 5 litres even the 4.7 seemed a little more gutless low down than I was expecting.
My driving style is definitely one to ride the mid-range torque rather than rev the nuts off the engine to make decent progress; for example, I'd probably never be a V-TEC customer but love the low-down, stump-pulling torque of the 6.75-litre L410 engine in the SZ Bentley. So I think a lot may depend on your expectations and how you like driving your cars.
My driving style is definitely one to ride the mid-range torque rather than rev the nuts off the engine to make decent progress; for example, I'd probably never be a V-TEC customer but love the low-down, stump-pulling torque of the 6.75-litre L410 engine in the SZ Bentley. So I think a lot may depend on your expectations and how you like driving your cars.
I was lucky enough to have both. Aston have a great record of improving their cars over the years. A cash strapped company finds it very difficult to get it right first time but they do improve their cars over the years.
The performance of the 4.7 is far better than the 4.3, build quality is better, but the noise from the 4.3 is so much more visceral.
This is why the V12, the V12VS and the V12AMR with each iteration was better.
The performance of the 4.7 is far better than the 4.3, build quality is better, but the noise from the 4.3 is so much more visceral.
This is why the V12, the V12VS and the V12AMR with each iteration was better.
Speedraser said:
First, the 4.3 is a great car. That said, IMO, the difference between a 4.3 and a 4.7 is significant. Also, IMO, the difference in the feel of a 4.3 and an early 4.7 is vastly greater than the difference between an early 4.7 (2009 - 2012.25MY) and a facelift 4.7 (from 2012.25MY) or an S. The quicker rack of the later car is noticeable, but not necessarily better. I actually prefer the early Sports Pack suspension to the later and still-firmer S setup that was implemented for the facelift cars (for the Coupe anyway, which is stiffer than the Roadster). Of course, that's very much a subjective thing. Full disclosure, my car is an '09 Sports Pack Coupe.
An Aston is about much more than the numbers, but the numbers do shed light on the 4.3 vs 4.7 question. From the independent road tests I have, the acceleration figures are (best and worst):
4.3L
0-60: 4.7-5.2
0-100: 11.4-12.3
1/4 mile: 13.1@107.9 - 13.6@105.8 mph
4.7L
0-60: 4.1-4.3
0-100: 10.0-10.2
1/4 mile: 12.5@115 - 12.7@112 mph
Jon39's post provides comprehensive information regarding the changes.
Hope this helps.
I’d agree with that. I drove a few S’s before I got my n420 and they feel virtually identical.An Aston is about much more than the numbers, but the numbers do shed light on the 4.3 vs 4.7 question. From the independent road tests I have, the acceleration figures are (best and worst):
4.3L
0-60: 4.7-5.2
0-100: 11.4-12.3
1/4 mile: 13.1@107.9 - 13.6@105.8 mph
4.7L
0-60: 4.1-4.3
0-100: 10.0-10.2
1/4 mile: 12.5@115 - 12.7@112 mph
Jon39's post provides comprehensive information regarding the changes.
Hope this helps.
Edited by Speedraser on Sunday 29th May 05:11
LPH said:
How much difference does the official AM 400hp upgrade to the 4.3 make over standard?
Mine has it but I've not driven a standard car so have no idea if it's any different at all.
Over the years there have been a few dynos posted, some with other work and all different readings. Some dyno showing 33bhp at the wheel others just 11bhp and a few in between. Mine has it but I've not driven a standard car so have no idea if it's any different at all.
AM always quoted that you needed to be running 100RON fuel to see the full 20bhp from the power pack upgrade and if you just put 97RON in likely you get nearer 10bhp
Lots of info at the start of the Bamford Rose thread https://www.pistonheads.com/gassing/topic.asp?h=0&...
Welshbeef said:
How about the sound between the two any differences
I think the exhaust systems are (perhaps almost) identical for the 4.3 and 4.7 until the 2010ish model year.
At that point manifold cats were added.
Even though the early 4.7 should sound almost the same, it is said to be slightly quieter, I dont know why.
As the single pair of downstream cats contain two 'bricks' of cells (are they 900 and 400?), anyone wanting a little more orchestra, can have the 900 'brick' removed.
Then perfect. Louder cold start, same cabin quietness on steady throttle and glorious on heavier throttle wuth an occasional slight pop or two on upshifts. Need an ECU adjustment. The external appearance of the cat is unchanged.
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